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j A. W. BROWN.

4 I VAPOR ENGINE. 4

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(No Model.)

Patented Jan. 22 1895;

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' 4 Sheets-Sheet 3. A. W. BROWN.

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VAPOR ENGINE.

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ALLEN W. BROWN, OF ST. LOUIS, MISSOURI.

VAPOR-ENGINE.

SPECIFICATION forming part of Letters Patent No. 532,865, dated January22, 1895. Application filed December 22, 1893. Serial No. 494,457. (Nomodel.)

To aZZ whom it may concern:

Be it known that I, ALLEN W. BROWN, a resident of St. Louis, State ofMissouri, have invented certain new and useful Improvements inVapor-Engines, of which the following is a full, clear, and exactdescription, reference being had to the accompanying drawings, forming apart hereof.

My invention relates to improvements in explosive engines, and consistsin the novel construction and combination of parts, more fullyhereinafter set forth and designated in the claims.

The improvement relates particularly to the class of engines which usecoal gas or gaseous vapors to exert their power, and which are commonlyand commercially known as gas-engines. For practical demonstration, itmay be assumed that all engines of this kind act upon two differentmethods orprinciples; one involving an impulse every revolution, and onereceiving an impulse every other revolution. In the one instance thepiston acts alternatelyas a pump and as a motor and desectional viewsimilarly taken.

velops only one half as much power as is de-- rived from an engine inwhich every revolution is utilized. The advantages of an engine builtafter the latter principle are apparent, as every revolution is used todevelop power, whereas other engines only utilize every otherrevolution,the force of the compression charge compelling the engine todo its duty.

Referring to the drawings: Figure l is a side elevation of an engine asconstructed after my invention. Fig. 2 is a front view of the completeengine. Fig. 3 is a transverse vertical sectional view taken through theentire engine. Fig. 4c is a vertical cross- Fig. 5 is an enlargedvertical section of the cylinder cap 7 and attendant parts, showing theconstruction and location of a valve which is in cluded in my invention.Fig. 6 is a side elevation of the engine oppositely taken to the viewshown in Fig. l, but showing a modified form of governor. Fig. 7is anenlarged vertical sectional view of a modification of oil and air mixerin which the oil is sprayed. Fig.8 is an enlarged vertical section 0t amodified form of oil reservoir showing the controlling valve. Fig. 9 isa detail view of a modified form of governor showing its connection withthe fly-wheel which is shown in dotted lines. Fig. 10 is an outline viewof the complete engine, showing the application of electricityforigniting the charge. Fig. 11 is a vertical sectional view of thefly-wheel showing the modified form of governor and its connections.Fig. 12 is an enlarged section of the hub and a portion of the fly-wheelparticularly illustrating the controlling parts of the originalgovernor. Fig. 13 is a sectional view of one of the electricalappliances made use of. Fig. 14 is a sectional view in enlargementof aplugthrough which the connections are made to ignite the charge.

The general appearance of the engine is shown in the drawings, whereinit will be seen that it is built very compactly, thereby adapting it foruse in many places where the commoner style of horizontal engines wouldoccupy too much space.

A bed-plate 1 supports the crank chamber 2, 7 and the cylinder 3 whichis located uppermost and provided with a water jacket 4. The\vater'jacket 4 is provided with an inlet pipe 5 and outlet 6, throughwhich the water should run continually when practical and possible. Thediametric center of the crank chamber 2, 7 is at right angles to that ofthe cylinder bore, thus making the first chamber horizontal and thesecond vertical. The two crank chamber heads 8 provide bearings 9 forthe crank shaft 10, the aligned horizontal ends 11 of which-operateoutside of the chamber,and the crank portion 12 within the same, theinner ends of the portions 11 being provided with flanges 13 whichcontrolthelongitudinal movement of said shaft. The flanges 13 also serveto keep the oil in the chamber 2, 7 and the charge from escaping throughthe bearings. The outer extremities of said bearings are also providedwith stuffing-boxes 14 which assist in the same function.

At diametrically opposite points in the inner surface of the cylinder 3at its meeting point with the chamber 2 are canted cut-out passageswhich perform a double function, viz: they allow the exit of thecompressed charge from the crank chamber to the space above the pistonat the extreme down stroke of the piston, and also formppen channelswhich permit free lateral movement of the connecting-rod in a mannerhereinafter more fully described.

The piston'16 is of trunk form and comprises a cup-like casting 17provided with a reinforced horizontal wall '18 which provides a seatunderneath for the bearing 19 which supports the wrist-pin 20 of theconnecting rod 21. The lower end of the rod 21 is in the form of a halfbearing 22, which, with a cap 23, is secured over the crank pin 12 asshown in Fig. 3. By this means the relation of the shaft 10 and piston16 is established, and their conjunctive operation defined. The crankpin 12 is enlarged at both sides of the bearings of the rod 21 toprevent lateral movement of the rod. 4

A plug 24 fills the boring-bar opening (used in boring the cylinder) inthe bottom of the chamber 2, 7 and is removable from beneath in order tooccasionally remove the sediment and oil from the chamber 7. In thisconnection I desire to state that owing to the fact that the interiorparts are so thoroughly incased that it is impracticable to useoilers,it is preferably to keep the chamber 7 partially filled with alubricant that the parts may always be well oiled.

In the drawingsI have shown two fly-wheels 25 and 26, the wheel 25 beingprovided with a driving pulley 27 from which the power is transmitted tooutside sources. Said pulley 27 is provided with an inwardly extendingperipheral flange 28 through which the bolts are inserted to secure thepulley to the spokes 29 of the fiy-wheel 25. Horizontally adjustableupon the hub of the wheel 25, and adjacent the spokes 29, is aneccentric 30 which is held to said hub by two horizontal sliding rods 31which project through openings in the spokes 29. The outer ends of therodsare pivotally connected to the inner ends of weighted levers 32which are centrally pivoted to cars 33 which project outwardly from thehub. The levers 32 are of bell-crank form, the outer arms of whichsupport weights 34 which act in a manner similar to the balls of acommon governor. The weights 34 are connected by a coil-spring 35.

The eccentric 30 has a circular periphery 39 in addition to itseccentric one in order that a small wheel or roller 36 upon the end of atoggle lever 37 may travel upon the eccentric periphery 38 when theengine is running normal speed and on the circular periphery 39 when theengine exceeds normal speed. This action causes the oil pump to remaininoperative when the engine is too fast, but as soon as the speed of theshaft and fiy-wheel is reduced to normal, the oil pump is again startedby the engagement of the Wheel or roller 36 upon said eccentricperiphery.

The governing operation is accomplished by the pumping of oil from thesupply, the force of the charge being diminished by the inactivity ofthe pump when the speed is too great, as no oil is allowed to pass tocarburization.

The exterior of the piston shell 17 is provided with packing rings whichserve their usual function. The shell is provided at a point above thehorizontal wall 18 with opposite openings 41 which correspond in widthand alignment to the ports, or passages, 15 in the cylinder 3, and whichare adapted to allow the charge to pass direct from the cranle chamberto the space above the piston when the piston is at its lowest point.

The cylinder 3 is provided with a cap or head 42 which is one of themain features of myinvention. It has an inverted recess, or

.phamber, 43 located centrally and above its flange 44, and in whichparts of the exhaust valve mechanism are located. The inverted recess 43is contained in a vertical chamber 54 which is provided with a cap 45made in the form of a circular flange, and into which is screwed anupright pipe 46 which serves as an exhaust. The lower extremity of thewall of the chamber 54 is circumferentially beveled to forma seat 47 foracircular valve 48, which is secured to the lower end of a vertical tube49 which has its hearings in a shoulder 50 supported in the chamber 43by four webs 51 connecting with the wall thereof. Within this tube is asliding head, or enlargement, 52 secured to the upper end of a valve rod53 which projects downwardly through the valve 48 and has its lower endsecured in a boss upon the horizontal plate 18 of the piston.

In alignment with the opening 41 in the piston shell 17 and extendingthrough the cylinder and water jacket walls is an ignition port 55 whichcorresponds to a recessed opening 56 in an igniter casting 57 which issecured exterior to the water jacket and serves to support severaladjacent parts. A small cook, or valve, is connected to the opening 56and is used for letting the airont when starting the engine. The casting57 supports avertical pipe 58, inside of which is located an igniter 59,which consists preferably ofa piece of small tube closed at its upperend and with its interior 60 connecting with the opening 56.

The igniter 59 is heated to a high temperature to ignite the charge, thesame being heated and kept in that state by an ordinary hydro-carbonburner 61 which is fixed adjacent thereto. This burner can be of anyordinary pattern now known and used, but in this instance consists of avalve 62 controlling the spraying of oil through a pipe and mixer 63,which is heated at first byoil in a pan 64 underneath and afterward byignition ot' the gas formed by heating the sprayed oil. The force of theflame is directed against the igniter 59 keeping it at a hightemperature all the time the burner is lighted.

A charge which rushes above the piston at the down stroke is explodedafter each upstroke of the the. same.

Secured in the wall of the crank chamber 2, 7, is a nipple whichconnects with a drop, or check, valve 66 located upon the upper end ofan air pipe 67 which leads downwardly. The lower end is provided with adouble elbow 68 which throws the opening of the pipe within the bedframe 1 where the risk of its filling up with sediment is small.

Apipe 69 leading from the oil supply tank leads to a vertical pipe 70,which extends upwardly to the hydro-carbon, or other form of burner 61and downwardly to a small supply chamber 71. A pump cylinder 72, inwhich operates a plunger 73 upon the end of a pump rod 74. operated bythe pivoted lever 37, is se-' cured in close proximity to said chamber71. A pipe 75 connects the lower ends of the oil chamber 71 and the pumpcylinder 7:2,through which the oil is pumped'when the engine is inoperation. 7 V

Bya combination of pipe fittings, I have constructed a vertical stand 76connecting with the lower end of the pump cylinder 72 by a pipe 77, andupon the upper end of which is located a common mixing valve 78connecting with the upper part of the chamber 71. The lower end of thepipe stand connects by a horizontal pipe 79 with a vertical pipe 80,upon the upper end of which is a drop valve 81 connecting with ahorizontal pipe 82 which terminatesin the pipe 67 as is particularlyshown in Fig. 3.

The connection of the valve 66 and pipe 67 is made by a union 83 inwhich is secured a fine gauze netting 84, through which the oil issprayed when drawn upwardly by the suction attendant upon the upwardmovement of the piston when the oil enters the pipe 67.

In the pipe 82 is inserted a globe valve 85, which, with the valve 78,is used to control the oil inlet, and, consequently, the speed of theengine. t

The parts above described are all securely fastened to some exteriorportion of the engine, an ear 86 upon a plate 87 secured to the cap 8serving as a pivot for the balancing of the lever 37. If it is desiredto throw a very fine spray of oil into the pipe leading to the.

crank chamber 2, 7, the valve is opened a very little, allowing a smallquantity of oil to pass through into the pipe 67, while the valve 78 isopened far enough to allow most of the oil to be forced by the pump backinto the tank 71 from whence it came. Therefore, by regulating the twovalves 78 and 85, I am enabled to control the entrance of oil into thecarburetor. The suction of air and oil through the drop valve 66 andgauze causes it to be in position in the crank chamber to be compressedby the downwardly moving piston. At the limit of the down stroke, thecharge rushes through the passages 15 into the space above the pistonwhere it is first recompressed and then exploded by passing piston tocause a repetition of' through the ignition ports, in the pistonandcylinder, to the igniting tube 59, the explosion causing the piston tomake its down stroke and compress another charge in-the crank chamber.At the beginning of the up stroke, the exhaust valve is opened by theconnection of the piston and the exhaust valve, thereby allowing theescape of the exploded charge before the fresh one shall have entered.The charge rushes into the space above the piston through the passages15 whereupon a repetition of the former movements is had, the aboveaction taking place at theextreme down stroke of the piston. Upon thepipe 49 in the exhaust pipe is a coil-spring 89 which engages theshoulder 50 at its lower end and under a cap 90 which projects out overthe upper end of the pipe 49, to which the same is secured. The spring89 returnsto its seat the exhaust valve after the down stroke of thepiston, this construction permittinga full exhaust before the freshcharge enters. This is an important feature in my invention, as itinsuresa perfectexplosionof the incoming charge, without being dilutedby the exhaust. t

The tank 71 is provided with a float 90, which closes the oil supplywhen a certain amount of oil has passed into the tank. This constructionis shown in Fig. 8, wherein it will be seen that the float stem 91,which extends both above and below the float, is provided upon its lowerend with a globular valve 92. The stem reciprocates in bearings provided by the top and bottom of the tank, and the valve itself is seatedin the lower end of the tank, which is in the form of an additionsecured to the tank proper. The seating of the valve stops the inlet ofoil, or limits it as the case may be, as it is advantageous that only acertain amount of oil be held in this chamber to facilitate its passageto the carburetor.

The wall 94 of the chamber 71 is preferably made of glass to enable anexamination of the amount of oil therein. The glass is held in positionbetween the top and bottom plates by rods 95, which connect the twoplates, thus also making the chamber air-tight.

The lever 37 is held in normal contact against the eccentric periphery,or its adjoining circular periphery, as the case may be, by acoil-spring 96, the lower end of which is held by a stud 97 secured inthe crank cha mber head.

If the compression above the piston atbeginning of the up-stroke is toogreat, I have provided means for relieving the same by a series of pipes98, in which series is included a valve 99 and a check-valvelOO, thelatter be ing used to prevent any back pressure,and the former forletting out some of the pressure into the exhaust. The pipes 98 leadfrom a point about midway of the height of the cylinder to the chamber43 above the exhaust Valve. This terminal of the relief pipe is had inorder to have all exhausts lead to one a gas engine compressed air orgas would be used. A pump 103 is provided with a spring controlledplunger 10 1 upon the upper end.

of which is located a roller 105, which engages the eccentric 38, theconnection between said i roller and eccentric causing the reciprocatoryaction of the plunger. Said pump 103 isconnected to a series of pipes106 which lead from the tank 101 to the crank chamher. This connectionis made near the top of said crank chamber, in order that the oil insaid chamber will not enter the pipes. A series .of pipes 107 providedwith automatic drop valves 10S and a globe valve 109 connects the tank,or cylinder, 101 with the piston chamber, the point of its entrancebeing shown in Fig. 3. With the crank slightly off center and piston atlower end of cylinder, the charge from the tank 101 is discharged intothe space above the piston through the passages 15. The charge is thencompressed and fired and drives the piston down, compressing the vaporin the crank chamber and allowing it to rush through into the pistonchamber, as before. It will thus be seen that the self-starting deviceis very important and forms one of the main features of my invention, asit is only necessary to put the crank 01f center to start the enginewith, or without, a load.

Before entering into a description of the modifications which enable theuse of gas for operating the engine, I will give a brief summary of theoperation of the engine, from which can be gleaned the most importantfeatures of my invention.

After the igniting tube has reached a proper temperature, the contacttherewith of the charge by way of the ignition port in the piston whenthe same is at the limit of its up stroke, causes an explosion whichdrives the piston down, this action compressing the vapor which has beeninjected into the crank chamber. This vapor, or carbureted air, thenpasses quickly through the passages 15 into the cylinder above thepiston when the latter is at the limit of its down stroke. This chargeis compressed above the piston and fires when admitted to the ignitingtube and the piston rushes down, causing a repetition of the formeraction. The consistency of the carbureted air is easily regulated bymanipulating the valves 78 and 85, the closing of the valve 85 stoppingthe engine entirely. The

piping 107 is provided with drop valves 108 which prevent anypossibility of a back pressure from the piston cylinder to the tank 101after an explosion. I have found that electricity is well applicable forfiring the charge, instead of using a gas igniter. In Fig. 10 is shownan outline view of the engine with the electrical connections shown insolid lines. A plug 110, made of some good insulating material, has twoconnections, or contact, points 111, which are so placed that anelectric spark is thrown across the two 'to ignite the charge. This plugis secured in the cylindercap in about the position shown in Fig. 10.The pump plunger 73 serves as a support for a contact Wire 112 which iselectrically connected to one of the contacts 111. Secured to the pumpcylinder 72 is a receptacle 113 made of some good conductive materialand filled with mercury, or some good conducting material. Thereceptacle 113 is insulated from the adjoining parts and is electricallyconnected through the batteries 114; and spark-coil 115 to the remainingcontact 111 in the plug 110. The reciprocatory movement of the pumpplunger causes the completion of the circuit by dipping the wire 112into the contents of the receptacle 113, this contact being onlymomentary in durations. It will thus be seen that electricity servesperfectly as an igniter, being accurate and self-denoting, the sparkoccurring at the beginning of the down movement of the piston. Thismeans of igniting is controlled entirely by the speed of the engine andthe action of the governor.

I will now describe the valve and governor used where artificial gas isemployed to operate the engine. (See Figs. 7and 9.) A pipe 116 leadsfrom the main into a globe valve 117 located adjacent the controllingvalve chamber 118, which is connected to an automatic drop valve 119,upon the upper end of the air inlet pipe 67. A reciprocatory valve 121in the chamber 118 is connected bya rod 122 to an eccentric-strap 123which fits over an eccentric disk 124. This disk 124 is mounted to movelaterally of the engine shaft, being provided with an elongated opening125 in which the shaft revolves. A spring 126 secured at its outer endto the rim of one of the fly-wheels is fastened at its inner end to arod 127 connecting with a lever 128,upon one end of which is located anadjustable weight 129. The lever 128 is pivoted near its other end andsecured to a rod 130 which connects with the disk 124:, as shown in Fig.9. When the engine is running at normal speed, the shaft is in one endof the opening 25, but when the speed varies the weight 129 is moved,thus giving the rod 122 a reciprocating movement which alternately opensand closes the valve 121 and admits the gas to be mixed with airadmitted through the pipe 67. \Vhen the engine exceeds its normal speed,the weight 129 flies out in the position shown in Fig. 9, thus causingthe Valve mechanism IIC IIE

to be inactive and closed against the admittance of gas until the normalspeed has been regained. A pipe 131 connects with thepipe 116 andfurnishes fuel for heating the igniting tube. It will be observed thatthroughout all the piping of the engine, a free use of drop and checkvalves is had, to prevent any possibility of back pressure.

I desire especially to direct attention to the fact that my improvedengine will run in one direction as well as in the opposite direction,

. without alteration whatever in its mechanical construction by simplystarting it in the direction desired. This is permitted by reason of thepeculiar construction of the exhaust valve, it being connected direct tothe upper end of the piston by a vertical rod located within thecylinder.

I desire also to direct especial attention to what I term my impactvaporizing surface shown very clearly applied to the pipe 67 in Fig. 3,whereby the oil thrown by the pump against the vaporizing surface isquickly vaporized and conditioned for immediate use in the cylinder.

I desire also to direct especial attention to myimproved automaticgovernor which varies the strength of each charge at each stroke of thepiston inproportion to the load on the engine, whereby if the engine berunning light, or without load, a very slight charge will be admitted tothe cylinder, and if the engine be heavily loaded a correspondinglyheavy charge will be admitted to the cylinder at eachstroke of thepiston.

What I claim is- 1. The combination, in an explosive-engine, of acylinder and its proper connections, an automatically-controlled gas andair mixingvalve mounted to reciprocate at each stroke of the engine, aneccentric for reciprocating said valve, and an automatic governorconnected to move said eccentric across the engine shaft and therebyvary the movement of said Valve at each stroke, substantially asherein-specified. I

2. The combination, in an explosiveengine, of a cylinder and its properconnections, a source of supply of inflammable-liquid, a floatchamberlocated in a plane below said cylinder, a carbureting-device connectedto said float-chamber, a valve connected to said floatchamber, a floatin said chamber forcontrolling said valve, an ignition-burner, and pipesconnectingsaidfloat-chamberandsaid burner, whereby the carburetingdevice and the burner are supplied with liquid fuel from a single sourceor supply-tank, substantially as herein specified.

3. The combination, in an explosive engine, of a cylinder, a piston, anexhaust valve having a central perforation, and a rod in said cylinderengaging said perforation in said valve and loosely connecting saidexhaust valve to said piston, so that the latter will move the valve inone direction only substantially as herein specified.

4. The combination, in an explosive engine, of a cylinder, a piston, anexhaust valve connected to said cylinder to open inward, a rod mountedinterior of said cylinder and connected at one end with said piston andconstructed to open said exhaust valve upon retreat of said piston fromsaid valve,and means separate from said rod for automatically closingsaid valve before the piston reaches the limit of its stroke in anoppositedirection, substantially as herein specified.

5. The combination, in an explosive engine, of a cylinder, acrank-chamber upon which said cylinder is mounted, a piston andoperative connections, an air-and-gas mixing de vice, and a governorconstructed to admit gas and air to said crank-chamber in determinateproportions and vary such proportions in proportion to the load on theengine, substantially as herein specified.

6. The combination, in an explosive engine,

of a cylinder, a piston, an exhaust valve connected to said cylinder,and a rod loosely connectingsaid piston and said exhaust valve interiorof the cylinder, to move said valve in one direction, a spring to movesaid valve in an opposite direction, and an exhaust-pipe whereby theengine may run in eitherdirection without alteration of any of its partsby simply starting the engine in. the desired direction.

7. The combination, in an explosive engine, of a cylinder, acrank-chamber upon which said cylinder is mounted, opposite inclinedpassages 15 opened throughout their lengths and connecting the lower endof said cylin-.

der with said crank chamber, a piston in said cylinder and having achamber at its upper end and provided with opposite ports, or passages,41 communicating with the lower end of the chamber in said piston, anigniter located exterior of said cylinder, said cylinder having anigniter port in alignment with one of the ports, or passages, 41 whensaid piston is at the limit of its up-stroke and communicating with theigniter, an exhaust valve at the upper end of said cylinder, and a rodlocated interior of said cylinder and .of the chamber in said piston andconnecting said piston with said exhaust valve, whereby the ports, orpassages, in said cylinder perform the two-fold function of permittingpassage of the charge from said crank-chamber to the chamber in thepiston while said piston is at the limit of its down stroke, andpermitting ignition of the charge in the piston chamber at the beginningof the down stroke of said piston, and also permitting the movement ofthe engine in either direction without alteration of its parts,substantially as herein specified.

8. The frame of an explosive engine, a cylinder mounted on said frame, acrank-chamber also mounted on said frame and in open communication withone end of said cylinder, a crank in said chamber, aconnectin'g-rodconnected to said crank, a piston and proper connections, and saidcrank-chamberand cylpermitting the useof a short connecting-rod, 1oinder having the opposite combined transfersubstantially as hereinspecified. passages and connecting rod ways 15, 15 In testimony whereofI aflix my signature formedatthe point of their c0nnection,wherein thepresence of two Witnesses.

5 by as the crank-shaft revolves the connecting-rod may engage said waysand the charge ALLEN BROWN of gas may be transferred from said chamber\Vitnesses: to the said cylinder through said Ways when ALFRED A. EIGKS,

the piston is at the limit of its in-stroke, and l HERBERT S. ROBINSON.

